Mounting for oil filters



Feb. 17, 1931- c. w. M KINLEY ,3

MOUNTING FOR OIL FILTERS Filed May 27, 1927 2 Sheets-Sheet 1 gwuwntozFeb. 17, 1931. c. w. MQKINLEY r 1,792,854

MOUNTING FOR OIL FILTERS Filed May 2'7, 192'? 2 Sheets-Sheet 2 czazi 72j[ Patented Feb. 17, 1931 .UNITED STATES PATENT; OFFICE CHARLES w.MCKIN'LEY, OF FLINT, MICHIGAN, ASSIGNOR To A o S A K PLUG co r PANY, orFLINT, MICHIGAN, A COMPANY or MICHIGAN MOUNTING FOR OIL FILTERSApplication filed. May 27,

This invention relates to the installation of oil filters uponautomobile engines. Heretofore it has been customary to mount the filteron an adjacent support such as the dashboard and convey dirty oil fromthe lubricating system to the filter and return clean oil to the systemthrough pipes of considerable length. This entails considerable eX-pense and each additional joint affords additional opportunity forleakage.

According to my invention the filter is installed directly upon theengine, preferably upon the upper portion of the crank case in aposition close to the lubricating pump thus minimizing the length ofpiping required to convey oil to the filter. This location likewisemakes it possible to discharge clean oil directly into the crank casewithout intermediate piping. One convenient way of accomplishing thisconsists in providing a supporting lug upon the crank case by which thefilter is supported. The lug is suitably drilled to provide intake anddischarge pas- I sages leading to the filter and a bypass may beprovided to cut out the filter in case it becomes clogged. While it willprobably be found most advantageous to form the lug as an integral partof the crank case it may be detachably connected thereto.

()n the drawing:

Fig. 1 is a side elevation of a conventional automobile engine showingmy improved filter mounting.

Fig. 2 is a fragmental section taken on line 22 of Fig. 1. i

Fig. 3 is a view taken on line 33 of Fig. 2.

Fig. 4 shows a slight modification in the supporting means.

Fig. 5 is a view corresponding with Fig.

3 but showing a further modification.

Fig. 6 is a section of line 66 in Fig. 5.

I have illustrated at 2 an automobile engine of conventional type havinga circulating lubricating system, not shown, including a pump suppliedwith lubricant from the crank case 4 which serves as a reservoir. At aconvenient point, which will vary with the particular installation, thecrank case is provided with an outwardly projecting support or extension6, preferably in the form 1927. Serial No. 194,664.

ranged with its mouth in communication with a tubular plug 12. Thefilter bag is rolled into coil form and is encased in a suitablecontainer 1 6 to the top of which plug 12. is secured. The container isapertureol at 20. for the discharge of clean oil. The lug 6 is. providedwith parallel passages 22 and 24, the former the inlet passage and thelatter the outlet passage. These passages are con-. nected by a thirdpassage or conduit 26 in which is arranged a spring pressed ball by-.pass valve 28 and a test cook 30. In case of excessive pressures valve28 is forced ofi its seat and permits the return ofoil to the crank-casewithout passage. thru the filter Test cock 30, is normally closed butwhen open permits the discharge of oil thru bore 32, whether the filteris clogged or not, so that its condition may be ascertained.

From an examination of Figure 3, it will be apparent when the test valveor cock 30 is turned inward to test the filter that it will depress orcompress the spring so that it will be shut tight and rigidly andimmovably hold the ball 28 on its seat.

Lug 6 is apertured at 34 in line with passage 22 to receive the end ofplug 12 as well as ported fitting 36 which is in threaded engagementwith the plug and serves to clamp it andwith it the filter unit to thesupport.

A gasket 40 is interposed between a fiange 42 on the fitting 36' and theupper surface of the lug, and a second. gasket 44 is interposed betweenthe under surface of the lug 6 and the filter casing. These gaskets sealthe connections of the filter to the lug.

In the operation of the filter, dirty oil from the crank-case issupplied by the usual pump to the bore 22 thrOugh conduit 50. The oilpasses downwardly through plug 12 into, the

fil ,a p s ng hroug he fil er clothispharg 'intothe casing whenc ;itfinds egress through opening 20 and passage '52 into passage 24 which asshown, discharges into the crank case. It is therefore to be observedthat the filter bridges or connects the inlet passage 22 with the outletpassage 24:. In case the filter becomes clogged or pressure in thesystem becomes excessive oil passes directly from passage 22 intopassage 24 through pressure relief valve '28. The filter may be removedby manipulating fitting 36 and a new filter supplied. It will be notedthat this operation may be performed by the manipulation of a singleclamping member and to insure an equally good seal when replacing thenew element it is merely necessary to renew the gaskets.

This construction is susceptible of many modifications. The by-pass maybe omitted in some installations. The filter may be supported above thelug 6 instead of depending from it. The lug 6 may extend at any angle,and as shown in Fig. 4, may, if preferred be formed separate from theengine crank case and be secured thereto by suitable bolts. Theinstallation is adaptable to other machines besides internal combustionengines. Other types of filters may be substituted for the type shown,although this may in some cases necessitate rearrangement of passages inthe supporting lug.

In Figures 5 and 6 I have shown a modification in which the test cockserves to indicate whether the filter is functioning. In this figure 6indicates the lug extending from the crank-case. This lug is providedwith bores 51, 53 and 55. Conduit 57 communicates with bore 53 andsupplies oil from the crank-case. Bore 53 leads to ported plug 58 intowhich is threaded hollow tube 60 communicating with the interior of thecoiled bag filter unit. Passages 51 and 53 are connected by by-pass 62in which is located pressure relief valve 64. I/Vhen the filter becomesclogged the oil pressure will tend to approach the maximum which thepump is capable of producing and in doing so will force valve 64 ofi itsseat permitting oil to discharge to the crank-case without passage thruthe filter. lVhen the filter is not clogged clean oil is returned to thecrank-case thru passage 66 and bore 55. The test cock 68 permits thepassage 55 to be tapped so that if the filter is operating and oil isreturning to the crankcase thru the passage 55, some of the oil will bedischarged when the test cock is opened Elias giving indication of thecondition of the ter.

Various other modifications will suggest themselves to those skilled inthe art.

I claim:

1. In an oil filter having inlet and outlet passages, a passageconnecting said inlet and outlet passages, a spring pressed ball bypassvalve in said connecting passage, and atest valve at said connectingpassage, said test valve during the testing operation compressing thespring on the ball to rigidly hold the ball on its seat.

2. An engine having a lubricating system including a crank case, an oilfilter, a support for said filter extending from the crank case, meansfor clamping said filter to said support, passages for operativelyconnecting said filter in said system encompassed by said support andextending in part through said clamping means, said clamping meanscomprising a tubular member connected to said filter, said support beingapertured to receive said tubular member, and a nut for clamping saidtubular member to said support.

In testimony whereof I afiix my signature.

CHARLES W. MOKINLEY.

